Thanks to a voltage booster, the Lucid Gravity GT can mitigate the issue of DC fast charging its high-voltage battery at a low-voltage charger (like Tesla V3 Superchargers). The solution works as the charging session at a low-voltage charger is just slightly longer.

Today, we will analyze the 2025 Lucid Gravity GT’s DC fast-charging results at a 250-kW V3 Tesla Supercharger and compare them with 400-kW and 350+ kW charging sessions to see the difference.

All the data comes from tests performed by State Of Charge’s Tom Moloughney and Out of Spec’s Kyle Conner’s team earlier this year.

Specs

The 2025 Lucid Gravity GT has a 123-kWh high-voltage battery (926 volts). Its estimated EPA Combined range varies from 386 to 450 miles, depending on the exact configuration.

The car has a SAE J3400 (NACS) charging inlet. Using a high-voltage charger, it can replenish up to 200 miles of range in just 12 minutes at a rate of up to 400 kW.

Thanks to a voltage booster, charging at low-voltage chargers (up to 500 volts) is also possible, but the power output is lower (up to 225 kW). It’s worth noting that Lucid‘s solution relies on power electronics, while other manufacturers often use physical switching of the battery (series and parallel connection) to halve or double the voltage.

Charging Curve

The DC fast-charging tests were conducted at V3 Tesla Superchargers, which have a peak power output of approximately 250 kW and a maximum voltage lower than 500 volts. Lucid calls charging at low-voltage chargers a Boost charge session.

We will analyze two charging sessions from 0 to 100% state-of-charge (SOC). The first session was recorded by State Of Charge’s Tom Moloughney and the second by a team headed by Out of Spec’s Kyle Conner. The results are very similar, although the small differences may be related to the specific car, its battery temperature, or the particular charging stall.

The first graph below presents the charging power curve for the entire session from 0 to 100% SOC. In both cases, the power increased rapidly to more than 200 kW and remained at this level by about 40-45% SOC. In Tom’s test (red line), the peak power was about 210 kW. In Out of Spec’s test, the maximum power reached 220 kW. Lucid says that up to 225 kW is possible.

The charging power began to decrease slowly after 40-45% SOC and reached 150 kW at 75% SOC. At that point, both charging curves are the same. The decrease accelerated and continued toward the end of the session.

The charging curve’s shape is fairly consistent, as users can maintain a relatively stable charging level for most of the session. In State Of Charge’s test, the average power in the 10-80% SOC window amounted to 187 kW (105 kW in 0-100% SOC). In Out of Spec’s test, the average power in the 10-80% SOC window amounted to 197 kW (99 kW in 0-100% SOC).

Now, let’s compare charging at low-voltage and high-voltage chargers. As we can see, at high-voltage 350+ kW and 400-kW chargers, the peak power output nearly doubles compared to V3 Superchargers. On the other hand, this higher power level can’t be maintained for too long, and it fades gradually from about 20% SOC.

Interestingly, after 55% SOC, all charging curves are nearly identical, because even at a higher-power charger, the car is unable to accept more than 200 kW. This indicates that a high-power charger brings the most benefits in the 0-50% SOC window.

The average charging power within the 10-50% SOC window amounted to 338 kW at a 400-kW charger, compared to 220 kW and 207 kW at V3 Superchargers. That’s over 50% higher charging power.

C-Rate

Assuming that the vehicle has a 123-kWh battery (total), the 2025 Lucid Gravity GT’s C-rate peaked at 3.2C (400-kW charger). At V3 Superchargers, the peak is closer to 1.8C.

The average in the 10-80% SOC window amounted to nearly 2.0C (400-kW charger) and over 1.5C (V3 Supercharger). At a V3 Supercharger, the battery is under a noticeably lower load.

Info: The C-rate indicates the correlation between the charging power and the battery pack capacity. A value of 1C would mean that the power value in kW is equal to the battery pack capacity in kWh, and that at such power (current) rate, the battery would be fully recharged in 1 hour. The higher the C-rate, the higher the load on the battery and the faster it charges. A flat 2C would translate into a 30-minute charging session (0-100% SOC).

Charging Time

The full charging sessions from 0 to 100% SOC at V3 Superchargers took almost 78 minutes (State Of Charge’s test) and almost 83 minutes (Out of Spec’s test). The reason for such a long charging time is the relatively low charging power at the very end.

Charging from 10 to 80% SOC was much shorter — 28-29 minutes. It’s not worth sitting at the charger longer than 30 minutes unless absolutely necessary.

One interesting point of note is the comparison of all charging sessions. It reveals a very small difference in 0-100% SOC time: 75-76 minutes at high-power, high-voltage chargers and 78-83 minutes and low-voltage V3 Superchargers.

In the more popular 10-80% SOC window, the difference is larger: 23 minutes at a 400-kW charger vs. 28 minutes at the best V3 Supercharger test. That’s about a 5-minute difference. The high-power charger turned out to be roughly 20% faster.

In the 10-50% SOC window, the difference between the best sessions was 4 minutes (10 minutes at a 400-kW charger and 14 minutes at a 250-kW V3 Supercharger). The relative difference increased to roughly 30%.

The conclusion is that visiting a high-voltage, high-power charger matters most when we need a quick boost to replenish 50-150 miles of range. If we need to reach a higher state of charge, then it does not matter that much.

The time-based charging power graph reveals that the peak power at V3 Superchargers was available for more than 15 minutes (16 or 18 minutes, depending on the test).

At high-voltage chargers, the peak power was only available for a few minutes.

Thanks to the initial power surge to almost 400 kW, the battery achieved a higher SOC faster. Thus, the charging power had to decrease, and before 15 minutes, the charging power was lower than on V3 Superchargers.

This again indicates that 5-15 minute sessions are the most beneficial for high-voltage chargers, and longer sessions (like 30 minutes to get some rest on a longer trip) make the V3 Supercharger a good option.

Range Replenishing Rate

Considering the 2025 Lucid Gravity GT’s EPA Combined range of 450 miles (the maximum value in the entry-level configuration), the range replenishing rates of the car can reach about 19 miles per minute (190 miles added in 10 minutes). But that’s the maximum at high-voltage 400-kW chargers.

At V3 Superchargers (250 kW), the peak range replenishing rate is noticeably lower at over 12 miles per minute (over 120 miles added in 10 minutes).

The positive result is that when starting at low SOC, 10-12 miles/minute is available for 30 minutes of charging. That’s a solid and easy-to-remember number.

State Of Charge’s test at a V3 Supercharger:

Out of Spec’s test at a V3 Supercharger:

At a 400-kW charger, only the first 10-minute period brought a significantly higher range replenishing rate:

How Long To Add Driving Range

Alternatively, we could ask how long it would take to add a certain number of miles. At V3 Superchargers, it’s possible to replenish 100 miles of range in roughly 8-9 minutes, compared to just over 5 minutes at 400-kW chargers.

About 200 miles of EPA range can be replenished in 16-18 minutes at V3 Superchargers, compared to less than 11 minutes at 350+ kW and 400 kW chargers. The difference is at least 5 minutes.

State Of Charge’s test at a V3 Supercharger:

Out of Spec’s test at a V3 Supercharger:

The high-voltage, high-power chargers always offer faster charging than V3 Superchargers, but the difference of several minutes matters relatively less and less for longer sessions (if we are replenishing 250-300 miles or more).

Adding 300 miles of range took just 19 minutes at a 400-kW charger, while V3 Superchargers needed 25 minutes and 27 minutes.

DC Fast-Charging Matrix

Now, let’s summarize the entire charging session in a single image — the DC fast-charging matrix. It lists several main parameters: time, average charging power, the number of replenished SOC percent points, kWh of battery capacity, and miles of EPA Combined range added between certain starting and final SOC points.

The color maps are mostly green, which indicates that the charging sessions at V3 Superchargers are very stable. The light green color represents 80-100% of the maximum performance available for a very wide SOC window. The worst parts are the orange and red segments at the end of the session.

Please remember that the results might differ depending on a variety of factors, including the starting point of the session (which could shift the charging curve), charger, temperatures (ambient, that of the charger and its cable, and battery), and car (exact version, age, battery state-of-health, and software version).

The first matrix is for the State Of Charge’s test, assuming an EPA Combined range of 450 miles (some versions have a lower range).

The second matrix is for the Out of Spec’s test:

Summary

We already know that the 2025 Lucid Gravity GT has amazing DC fast-charging capabilities at 400-kW chargers. Thanks to the voltage booster, the model can use low-voltage chargers (less than 500 volts) like Tesla V3 Superchargers or older CCS1 chargers and still offer solid charging results.

At V3 Tesla Superchargers (250 kW), the peak power amounted to 207 kW and 202 kW, not far from the 225 kW mentioned by the manufacturer. The charging curve remains flat up to about 40-45% SOC.

When starting at 0% SOC, the car was able to replenish 200 miles of EPA range in 16-18 minutes. At a 400-kW charger, it would take less than 11 minutes, so there is at least a 5-minute disadvantage.

Charging at low-voltage chargers will take longer. There is no doubt about that. However, the difference is relatively small. If there are no high-voltage chargers in the area (350-400 kW), it might be better to use a nearby V3 Supercharger. The same concerns long charging sessions — when we want to reach 70% or 80% SOC, the difference of several minutes does not matter that much in a 30-minute charging session.

The high-voltage, high-power charger will be the most beneficial for short charging sessions (5-15 minutes) with a starting point at low SOC. If one stays at a charger for 30 or more minutes, the charger type does not matter that much.

Overall, the voltage booster does a good job of improving charging performance at low-voltage chargers (which is an issue for many other high-voltage EVs). It would be a problem if a vehicle like the Lucid Gravity would charge at only 50 or 100 kW at V3 Superchargers.

For reference, the Lucid Air doesn’t have such a solution. Its charging power at V3 Superchargers is limited to about 45-50 kW.

Check more of our DC fast-charging analyses here.